Frog for grooved rails



June 2 1 o as H M'Ynesses: N

M. UHRMACHER FROG FOR GROOVED RAILS Filed'April 3, 1928 2 Sheetsl June2, 1931.

M. UHRMACHER FROG FOR GROOVED RAILS Filed April 5, 192a ZSheets-Sheet 2f rekfar: mwm

Patented June 2, 1931 *PATE-Nr QFHGE MAT-THIAS UHRMACHER, OFDUISB'UBG-EUHROBT, GERMANY, ASSIGNOR TO THE FIRM:

ysnnrNIG r-E sreiatwsmm-artrrsnsizssnnscimr r, or nnsssrinonr, GERMANYrnoe roe enoovnn RAILS ihpplieationifiled April 3, Q28, Serial No.267,0g4, and in Germany November 1927.

As with frogs for railway crossings and points with grooved rails theload acting upon the rail is changed from the rims of the running wheelsto their flanges, the

g grooves of said frogs are highly strained 'andthus exposed toconsiderable wear.

Various attempts have been na-dc .to reduce said wear as much aspossible and thereby to increase the life of the frogs.

V Eor instance, thewhol-e frogs are made of refinedsteeh for example ofcast mangem es e Qh r s ha e how th drawba k that due tobad possibilityof'fishn em i h ,a ioin nga ai s mp 1; holes are easilypreduc'edat theseplaces. Such bumping holes may also be produced at thepoint ofintersection of the frog since the latter can rec ive at this placea'cer-tain wall thickness only and the formation of go flaws in thestructure of the material cannot be avoided with certainty.

c t has al o b en propos d to i s inthe track groove'of the frogdouble-cheek V P ces Which hew ve do no a wa-y h y 2 fit therein and aretherefore liable of' soon bec ng l s by action ofth oa here whilefurthermore they tend to drive the V latera bounding W bs .of the gr 0wards. Finally, by the'insertionof such i u l +c ee V pieces esfregsf rmof normal grooved rails avery unfavourable stress is exerted upon thegroove projecting laterally beyond the web, of the rail, said ;l.e .rimea1 ction being no eu a zedeven with the employment of fillingfish-plates screwed to the web of the rail below ,the groove. f

h p sen i v t q prov s a proved frogor insertion for railway crossingsand points with grooved rails, in which the drawbacks above-mentionedare avoided, said frog being 'wQearproof and thus of long life. 7 I I iThe invent onconsists in the combination .of the following methodsnamely the use of rolled thick-web rails, in the insertion of wearprooffilling pieces with alternating bridging overlof the butt-joints in sameas also in'the particular shape of the filling 19 presse ae e e a siee efi ther remarkable feature consists in that the 1 thick-web rails are ofsymmetriccross-section so that the fillingpiecerests at all points overthe thick-web of the rail and is'therebyfsupported by the rail. Finallythe in- V vention consists also in that the thick web rails are adaptedat the ends to the standard rail section thereby enabli g the frog to bev welded to the joining rails; i The individual methods are Ihereinafter more fully described. i i

The frog, is formed of thick-web rails, of which the head has a ,grooveof which the cross-sectional dimensions are larger than those ofthenormal groove, the grooves the heads of said'thiclr-web rails being,after the frog has been formed thereof, filled-in ,by wear-prooffilling-pieces, for instance of manganese steel, in such a way that theinterrupted rail receives a filling piece bridging over. the continuousrail, while the inter- .ruptedi filling-piece is inserted in the headofthe continuous thick-web rail, for the purpose of making all workingsurfaces of the frog wearproof with a' nininiu n use of refined steeland at thesarne time nalring the frog bumpjpro of.

'By the interrupted rails being bridged over'by the continuous wearprooffilling pieces, which according to the invention can also be formed asjVpieces, while in the continuous rail interrupted filling pieces areinserted, butt-joints are produced in therace of the filling-piecesonly. Said butt-joints, due to the firln support of the filling pieceends by'the web of the thick-web rail, cannot produce bumping holes.

This invention relates further to the particular formation andarrangement of the filling pieces in the thick-web rails. Accordingtothe invention, the head grooves and the filling piecesrnay have thecross-section of a parallelogram Suitably, the arrangementis then suchthat the thick-web rail has a plain groove bottom on which bear thefilling pieces with their horizontal undersides, so that thereby a'uniform and reliable transmission of pressure is ensured. Suitably,thecross-section of the groove and of the filling piece is soobliques'angled that the fillinvention may be symmetric, offers then aguarantee for a good support of the endangered places, since thefilling-pieces are supported directly by the web of the rail.

The ends of the thick-web rails can be ta;

pered to suit the section of the adjoining rails so that a good weldingbetween both may take place, especially if the same materialis used forthe adjoining rails and for the thickweb rails of the frogs wherebyundesired P transition shocks are avoided. At the transit places fromthe adjoining rail to the thickweb rail, fish-plate seats may be. cut inthe latter corresponding. to the thickness of the webs of the normalrails so that for joining the rails normal fishplates can be used. At

the crossings where the thick-Web rails abut each other, thelatter canbe connected by their projecting web ends or by suitably bentfish-plates, so that there no fish plate seats need to be cut out. Thesymmetric formation of the thick-web rails oflers, for instance, theadvantage that, for example, frog outer fish-plates, which are to gripwith one end below the'head side of one rail and with the other endbelow the groove side of the other rail, need not be bent and canbesides be profiled for longitudinal-seam welding.

A particular advantage of the improved frog or insertion consists in thefact that 1 for straight crossings the same cross-section of the rolledfilling; pieces can be used at the inner rail as well as at the outerrail; For

curvedcrossings, at the inner rail and atthe outer rail, either. thesamecross-sections of the filling pieces can be used, in which subsequentlythe plain groove and theramp are cut, or, diiferent cross-sections maybe used with the plain groove rolled therein.

The improved frog formed of thick-web rails has thus the followingadvantages, (l) over similar frogs formed of normal rails: long lifebecause the race inthe rail groove,

that is highly loaded by the wheel. flange,

consists of manganese steel; no open butt joints in the frog; no bendingof outer fishplates; (2) over cast manganese steel frogs; goodpossibility of fishing and no formation of bumping holes at thebuttejoints; possibilitylof aluminothermic welding of the buttends ofthe rails; no formation'of bumping holes at the' point of insertion ofthe frog due to good support by the thick-web, where 'as with manganesesteel frogs said place can receive a small wall thickness only and theformation of flaws in the material cannot be avoided with certainty.

The manufacture and the working of the improved frog is rather economic,because its life due-to the employment of refined steel (manganesesteel) at all the endangered places thereof is equal to that of frogswholly cast of manganese steel. As the rather expensive refined steel isused at those places only where it is actually required, that is,

mainly at the places where the frog comes in contact with the wheelflange, but not at the other parts, for instance at the feet,

The accompanying drawings illustrate A sio diagrammatically by wayofexample a preferred constructional form of the improved frog anditsjdetails forming the subject matter of the present invention V a Fig.1 is an'end view of a symmetric thickweb rail used for forming theimproved frog of such rails;

Fig. 2is a plan view of a frog for switches; Fig. 3 is a cross-sectionon the line 3+3 ofFig.2; i v.

Fig. a is a cross-section on the line 44. of Fig.2; a I.

Fig. 5 is a cross-sectionon the line 55 of Fig.2;

Fig. 6 is a cross-section on the line 6-6 of. Fi 2 a Y ,Figi?is'across-section on the line 7- of Fig. 2; j a

Fig. 8 is a cross section on the line S -80f Fig.2; fl 1 Fig. 9 is across-section on a larger scale throughthe head 'of the interrupted railshownin Fig.2; s

Fig. 10 is a planview of a railwaycrossmg comprising theamproved frogsa'sa curved crossing;

Fig. 11 is a cross-section on the line 1 1 1 1 W of Fig. 10

Fig.12 is a cross-section'on the line I or Fig. 10

Fig. 13 is a cross-section on a larger scale through the head of theright-hand thickweb rail shown in Fig. 11; p j

Fig. 14 is a cross-section on a larger-scale through-the head of theouter curved rail shown in Fig. 10, i. e. the right handrailofFig.12;and I Fig. 15-is a cross-section through the head vof athick-web railshowing the filling-piece therein formed as a'V piece.

Referring'to Fig. 1:'Thethick-web rail S used for forming the improvedfrog of such rails, is of symmetric cross-section, Z designating theouter fish-plates for joining the thick-web rails and which need not be.bent and are profiled for a longitudinalseam welding.

Referring to Fig. 2 :a designates the continuous thick-web rail, inwhich the interrupted filling pieces 6 and b of wearproof steel areinserted, while a and c designate the interrupted thick-web rail bridgedover by the continuous filling piece d.

Referring to Fig. 3 there is shown the groove bed of the continuouswearproof filling piece (Z which bridges over the continuous rail a withthe interrupted rails c and 0 rising from both ends towards the centreof the filling piece for the purpose of thereby forming a mountingsurface for the wheel flange.

Figs. 4. to 8 show the arrangement of the filling piece in suitablecross-section through the different points, so as to render more clearthe position and shape of the filling piece. For example thecross-sections clearly show that the continuous filling piece cl isinserted in the interrupted rails c and 0 whereas the interruptedfilling pieces 6 are arranged in the continuous rail a and that furtherthe groove bed, as can be seen from Fig. 3, rises towards the middle. v

Referring to Fig. 9, which shows the head of the thick-web rail 0 withthe inserted filling piece (Z on a larger scale :On the guide rail sideof the thick-web rail 0 the filling piece 61 is inclined and connectedwith the latter by means of a longitudinal seam welding 6, while on therunning head side of the thick-web rail is undercut at f. Theparallelogram formation and arrangement in the rail head, of the fillingpiece, are obvious from the illustration.

Referring to Figs. 10 to 14 :-g designates the thick-web rails, and hthe filling pieces inserted therein and which always undercut the railat the running head'side and are welded thereto at the guide rail side.The illustrations show clearly that the grooves of the rail heads andalso the running-grooves in the filling pieces inserted in the rail headgrooves,

rail bridging said continuous rail, and a wearresisting interruptedinsert in said continuous rail bearing with its joint facesagainst theinserts of said intersecting rails.

2. A wear-resisting crossing as specified in claim 1, comprisingwear-resisting inserts of parallelogram-shaped cross section with sidefaces inclined so that said inserts engage under the rail tread.

3. A wear-resisting crossing as specified in claim 1, comprisingwear-resisting inserts of wedge-shaped-so that the imaginary downwardlydirected extension of the inclined side 7 faces of the inserts intersecteach other.

4:. A wear-resisting crossing as specified in claim 1, comprising thickweb rails of symmetric shape.

In testimony whereof I have hereunto set in hand.

MATUHIAS UHRMACHER.

are suitably arranged in accordance with the stresses of wear to beexpected'by the load of the wheel flange acting upon the same. As shownin Fig. 15, the filling-piece d can be formed as a V piece simply byinclining its side walls 2', toward one another in downward direction(see dotted lines), the insertion of said filling-pieces in the railhead being thereby considerably facilitated.

What I claim is Y 1 1. A wear-resisting crossing, comprising incombination a thick web grooved continuous rail, thick web groovedintersecting rails, a wear-resistlng continuous insert of manganesesteel1n the tread of each lntersecting

